First Solo: Memoir — Richard Farrell

Richard Farrell

.

There was no indication that day would be the one, no sign that I was ready, no ceremony or ritual to mark the passage, no warning, no karmic winds blowing, nothing to differentiate the routine of that particular flying lesson from any other. We were forty-five minutes into the hour-long flight, shooting touch-and-goes into a small airfield, when Mark—my taciturn three-pack-a-day instructor pilot, who heretofore had betrayed no confidence in my ability to handle an airplane alone—ordered our next landing to be a full-stop. Under Mark’s watchful eye, I lowered flaps, flared the nose, and squeaked the tires more or less on centerline. We taxied off the runway and onto a parking apron. Mark opened his door and a rush of cool air filled the cockpit. He grinned, slid from his seat, and with one foot on the wing strut, leaned his head back inside and asked if I was ready to try one on my own.

I thought he was joking. I’m quite sure I didn’t answer. I worried that I’d misheard his question. But I must have nodded, or blinked my assent, because a heartbeat later, Mark had closed his rickety door, stepped from the wing’s shadow, and walked away. And for the very first time in my life, I was utterly alone inside an operational airplane, sputtering at the end of a taxiway in Marlboro, Massachusetts. It was 1986 and I was a sixteen year-old boy who did not yet drive a car. I was still a virgin, and would soon likely die as one. I had not, in fact, even kissed a girl yet, but I’d just been handed the controls of a sixteen-hundred pound Cessna, and told to take ‘er up. I’d been put in charge of its ailerons, engine valves and avionics. I’d been given permission to haul it aloft and bring it back to the ground, with the tacit understanding that I wouldn’t kill myself or anyone else along the way.

The Cessna-150 cockpit was thirty-five inches wide and less than five feet front to back. Crammed into a space smaller than an average dining-room table were two sets of flight controls, engine throttle, fuel mixture valve, and an array of instruments, fuses, navigation equipment, radios, lights and compasses. Not an inch of space was wasted. Only moments earlier, I’d sat knee to knee with my flight instructor, whose nicotine and stale-coffee breath provided a comforting if somewhat nauseating reminder that I had competent company. With the sudden absence of a man whose thousands of flying hours were meant to counteract my insipid twenty, that cramped space felt downright lonely.

The cockpit air smelled of low-lead gasoline and panic. I held the plane’s brake pedals with rigid feet. My biggest fear was that the plane would careen off into frost-browned fescue grass that bordered the taxiways. Dotting the surrounding hillsides, sugar maples and Dutch elms had already dropped their leaves and stood bare and gray against the late autumn sky. I pressed harder against the brakes.

~

Earth-bound for some fifty-thousand years, modern man is a recent habitué of the skies. The rapid advancement of flight, from Kitty Hawk to Cape Canaveral, occurred in a flash, though perhaps the real curiosity hides behind how quickly we adapt to such miracles. Hardly anyone notices airplanes zooming overhead, whereas a hundred years ago, such sights would have been a dazzling spectacle. To me, it was still a spectacle. I was a gazer. Countless hours of my youth were spent staring at vapor contrails scratching the sky, or identifying airplane silhouettes, or listening to the bassy whir of a turboprop descending into Logan Airport on a winter’s night. With a lover’s desire, I had dreamed of that moment when I would join the marvelous procession of machines and pilots.

The physics of flight is relatively simple: as an airplane gains speed, pulled or pushed along by an engine, a decrease of pressure builds along the upper surface of curved wings, the famous Bernoulli’s Principle. In a sense, flight is achieved by suction, by a force of low pressure over the wings siphoning the airframe aloft. Given enough wing-surface area and enough speed, a football stadium could fly. The pilot’s job, simplified to its barest bones, is to maintain the right mix of airspeed and attitude. Transitions are the most critical: earth to sky, sky to earth. The greatest danger in flight occurs closest to the ground, during takeoffs and landings.

It is hardly surprising that aviation invented a mythology that evolved alongside its technology. Even the earliest depictions of aviators showed swashbuckling men with scarves, leather jackets and adoring females draped on their shoulders. I admired these mythical heroes growing up, and internalized depictions of pilots in a profound albeit overly romantic way.

In the summer of 1986, when my flying education began in earnest, Top Gun shattered box office records across America. But Tom Cruise’s portrayal of the man I dreamed I might one day become was far from confirmatory. Rather than inspiring me, the movie violated the sanctity of my most private dreams. Flying for me was soul-work. I had wholesale invested my identity and my future in the notion of pilot-hood. Then, overnight, pop culture co-opted my deeply revered ambitions. Thanks to Tom Cruise, everyone wanted to be a pilot, and I felt violated.

I didn’t realize at the time why I resented that movie so much. But looking back, I see that the movie commercialized and distorted many of the spiritual aspects of my dream. Top Gun also amplified the pilot stereotype. Flying looked glamorous, easy. Jets zoomed against brilliant blue skies without effort or strain. While Maverick and Ice Man dueled across silver screens in their sleek F-14 Tomcats, I spent the summer of ‘86 coming face to face with my own ineptitude as a pilot-in-training.

Though I’d been a diligent student, no amount of book learning could make up for what, in aviation lore, is called a seat-of-the-pants feel for the sky. When I started taking flying lessons, I had imagined I’d be a natural from the get go, a student so adept at the skill of flying that I would zoom through the curriculum and immediately be recognized as the heir apparent to Lindbergh, Yeager and Armstrong. Instead, I struggled with even the most rudimentary of skills. I couldn’t keep the plane straight-and-level. My airspeed control was for shit. I landed long, struggled when pulling the plane out of a stall. My steep turns were never steep enough and my lazy-8’s resembled an asymmetrical snowman in the sky. The only thing I felt in the seat of my pants was clenched terror.

My original goal, to solo on my 16^th birthday, the earliest legal age, had come and gone six months before. While teenage boys donned flight jackets and Ray Bans and serenaded teenage girls with “You Lost that Lovin’ Feelin,’” and while Tom Cruise buzzed the tower fifty feet off the deck, I came to the clear understanding that I wasn’t much of a pilot.

A previous flight instructor, a grumpy aviator with a fu-manchu mustache, once told my mother that I flew like a doctor. The only thing I gleaned from this strange violation of teacher-student trust was a veiled reference to sloppy handwriting.

Of course I wasn’t supposed to be a good pilot with fewer than twenty hours of flight time. The stumbles, setbacks and mistakes were supposed to teach me. But in the pilot myth, as well as in the movie, difficulties were glossed over. The legend left no room for failure, no room for growth or learning or progress. So every miscue, every clumsy maneuver and failure felt keenly personal. Surely the great pilots didn’t start this way, I told myself, not realizing that they most likely had.

Mark stood on a nearby grassy hillock, smacking a package of Marlboros against his wrist. I waited. I prayed. Climb back into this Cessna and tell me it’s all a big joke. Ha ha, kid, I’ve got the controls. Go back to algebra class. But he didn’t move. In fact, Mark lit up a cigarette, his sandy hair flapping a bit in the breeze. A breeze? Where did a breeze come from? I checked the windsock again, which stretched out into the shape of a Day-Glo ice cream cone, indicating the wind had increased and swung around a bit from the southwest, adding a complicated crosswind to my still-not-so-imminent takeoff. Any attempt to leave the earth just became that much more difficult.

I tried to wrap my head around what was happening while searching for the before takeoff checklist. I pulled the laminated sheets from a door pocket, only to fumble the checklist between the seat cushions. My hands were shaking.

“Jesus,” I said out loud, more curse than prayer. How long had I been sitting there? I needed to act, to do something. The longer I waited, the worse my fear became.

As I fished the checklist from a between the seats, a thought slammed through my brain: I’m going to die. The only question was how, not when. From incompetence? From shame? From failure? With every second passing, the certainty of my untimely end came nearer. I worried I might drop from sheer terror right there, idling on the taxiway. The other possibility seemed to involve a blazing ball of fire at the runway’s end.

Needing to resuscitate my brain, I tried to recall the plane’s takeoff procedures. The checklist was useless now since on top of everything else I’d lost the ability to read. It appeared to tell me that I needed to adjust the trim, set the fuel mixture, and somehow force my hands to push the throttle forward, dumping 80-octane fuel into the plane’s normally-aspirated, direct-drive, air-cooled, horizontally-opposed, four-cylinder engine, thereby accelerating the McCauley fixed-pitch propeller to 2,500 RPMs. If I could manage to free my hands to perform these tasks, if I could follow all the steps, in more or less the correct sequence, and release the breaks and speed down the runway without veering off into the grass, if I could summon the strength from my flaccid arms to pull back on the control column, all while tapping rudders to keep the plane coordinated, and if I could remember to check the airspeed, the wind and the engine oil pressure, then, in theory, the plane would fly. I would fly. I would solo.

The first solo is a consecrated ritual—a baptism and wedding rolled into ten minutes of sheer terror a thousand feet over an airfield. Some thirty years have passed and I still remember the disintegrating sensation somewhere southwest of my heart. The fear hollowed me out, an erasure that scoured the insides of my body, leaving only a shell. My skin became acutely sensitive. My mouth went chalk dry.

I remember the way light fell on indifferent hillsides. I remember spinning propeller blades, whirring gyros, a tremble in the wings, perhaps caused by my shaking hands reverberating back through the flight controls. Face to face with reality, the magnitude of fear surprised me. The heroic architecture, so long associated in my mind with brave pilots laughing at danger, came crumbling around me.

A gray cloud deck scattered above the airfield. The runway, scuffed with rubber skid-marks and brake dust, tumbled off into the somber horizon. Behind the controls of that Cessna, alone and uncertain, I searched desperately for a way out.

Once more, I glanced at Mark, hoping for a reprieve. He took a long drag on his cigarette.

I hated him. I hated his parents for bringing him into this world and hated mine for doing the same. I hated Isaac Newton and Daniel Bernoulli and the Wright brothers and Clyde-fucking-Cessna too. The universe had ripped open a hole into eternal darkness, manifest in an empty seat where my instructor belonged. Like in a falling nightmare, the emptiness of that seat, the haunted, horse-without-a-rider sense of a pilot-less plane—unoccupied rudders, uncontrolled control column, unlatched seat belt—these things most surely represented my imminent demise. Except that airplane had dual controls, and my feet rested on the rudders, and my sweaty hands clutched the control column. I was the one strapped into that saddle, a bucking bronco of wires and avionics assembled in Wichita, Kansas, waiting for me to spur it into the air.

The runway was clear, almost mocking me with its emptiness. Fly or don’t fly, the asphalt seemed to say. Live or die. It makes no difference.

For a moment, I thought I might throw up, not an uncharacteristic response from my body when faced with stressful situations (like asking a girl out for a date). The propeller twirled and the fuselage rattled. Only two choices remained: grow a pair and get going or pull the parking brake, open the door and run screaming for the woods. Gasping for breath at the end of the runway, this couldn’t have been how Yeager got started.

Where once strength and bravery seemed embodied in the very word, pilot, the word and the act suddenly lacked meaning, because I could not remember how to do the very thing the word implied, which was to fly the airplane.

Time elongated. Each propeller revolution re-radiated doubt and fear. It felt like an hour passed while I decided. But Mark’s cigarette had barely burned down. I reflected on the absurdity of the scene, my instructor pilot watching me do nothing, the engine whining, position lights blinking, the whole airport on hold, waiting for me. At the same time, there came an awareness that I was not cut out for this sort of thing. Better to survive a coward than die a fool. But what choice did I really have? The way out certainly was no less complicated than the way through.

The metamorphosis that was about to occur was entirely lost on my teenage brain. I didn’t realize what a privilege I was being granted. On that November day, there was no way to foresee the future, or to comprehend how life decouples, like ill-fated box cars, throwing certainty and meaning off a track that then seemed iron-clad. I had no way of knowing that seven years later, my wings would be clipped for good, and that I’d be diagnosed with epilepsy and told I could never pilot an airplane again. I didn’t realize that deep fear often accompanies life’s most extraordinary moments. I had no way to realize that the minutes that terrify and most rattle us are the ones that will stand out. Like a bas-relief of memory, those moments become enshrined by their height and importance: the first girl I would eventually kiss, the first time I would fall in love, the birth of my children, and the so-many unimaginable losses and joys that would mark the path. How could I have even glimpsed a hint of that on the tarmac?

Finally, something inside flickered. The hollow sensation of fear gave way. My body and brain stirred back to life. Was that sensation what bullfighters call the moment of truth? If so, the feeling was not a triumphal one, more like resignation combined with a pinch of anger. Fear yielded to reluctance which surrendered to inevitability. Hardly a heroic procession.

I lowered a notch of flaps and picked up the mike. I called out the plane’s tail number and announced an intention to fly.

“Marlboro traffic, November-seven-one-four, Charlie Pop, ready for departure.”

The intent was for my voice to sound defiant and serious, but the words came out as a barely-whispered squeak, a child’s final desperate plea for help. Then, after a glance heavenward, and one last check of the wind, I advanced the throttle and released the brakes. The engine whirred louder. With a press of right rudder, the plane twirled around and lined up with the runway centerline. My breathing evened out. On the windscreen, the compass lagged before it confirmed my heading. This next part may not have happened, but my memory registers a shaft of sunlight piecing through cloudy autumn skies.

I pushed the throttle to the firewall and the engine revved. Torque drove the nose wheel into the ground and the plane lurched forward. The nose yawed left, which I counteracted with more rudder as the semi-monocoque fuselage reverberated atop rough asphalt with echoes and thumps.

The plane accelerated and the abyss receded. Where did the fear go? What replaced it? I don’t understand how I climbed inside the moment. I don’t quite comprehend how a timid, frightened teenager managed to fly.

I pulled back on the wheel and the wings began to generate lift. The plane entered its transition to flight, where gravity succumbs, a transition not only of the physical machine but also of the body. I may have even felt that sensation in the seat of my pants.

After that, I continued to climb out, the needle steady at 70 knots. My gut wobbled as I pushed the nose over and gained speed, a thousand feet of altitude, the propeller high against the gray horizon, trees and hills falling away. The world shrank. The runway appeared small and distant, the clouds large and close. The temperature cooled. Downwind, I aligned the port wingtip perfectly with the runway margins, and I recognized calmly, in an almost holy way, with a certainty and confidence that was entirely new, that I was actually flying, alone, no longer terrified, ass-unclenched, hands dry and not choking the wheel, and how in those few minutes of flight, all the fear and confusion receded into the background, and all that remained was flight, the pure dream man had yearned to achieve for millennia.

The transcendental feelings ended quickly. There was work to be done. A moment later, abeam the numbers, I lowered the flaps like a real pilot, and throttled back, slowing, descending. I checked the windsock and announced my intentions again—this time with a voice a sixteen year-old boy borrowed from the gods—that I was coming in to land. l turned to base and then to final, scanning airspeed and altitude, nudging the plane’s nose to line up with dashed white stripes painted down the runway, anticipating wind vectors, adjusting for turbulence, steadying the wings. Just over the numbers, I pulled back gently on the controls and cut the throttle. The nose lifted. The plane floated a second or two, caught in the magical buoyancy of ground-effect, that final transition, just before the main landing gear returned to earth, two shudders beneath me, two chirps of rubber kissing earth. Then I caught the plane’s yaw, holding the nose straight and true, and in that final moment, before the nose wheel touched down, in that final instant when the transition from air to ground remained ever so slightly in jeopardy, I realized that I’d done it, that I’ve soloed, and that nothing would ever be the same again.

—Richard Farrell

.

 Richard Farrell is the Creative Nonfiction Editor at upstreet and a Senior Editor at Numéro Cinq (in fact, he is one of the original group of students who helped found the site). A graduate of the U.S. Naval Academy, he has worked as a high school teacher, a defense contractor, and as a Navy pilot. He is a graduate from the MFA in Writing Program at Vermont College of Fine Arts. His work, including fiction, memoir, essays, interviews and book reviews, has appeared in Hunger Mountain, New Plains Review, upstreet, Descant, and Numéro Cinq. He teaches at Words Alive and the River Pretty Writers Retreat in the Ozarks. He lives in San Diego.

.
.